Automatic railway safety appliance.



J. F. SEIBOLD &-G. H. LEPPERT, JR. AUTOMATIC RAILWAY SAFETY APPLIANCE. v

APPLICATION FILED NOV. 22, 1913.

1,178,824. Patefited Apr. 11, 1916.

s SHEETS-SHEET!- A TTORNEY.

THE COLUMBIA PLANOGRAPH cu., WASHINGTON, n. c.

J. F. SElBOLD & G. H. LEPPERT, JR. AUTOMATIC RAILWAY SAFETY APPLIANCE.

APPLICATION FILED NOV. 22. 1913- Patented Apr. 11, 1916.

5 SHEETS-6min 2.

IN VENTORS:

A TTORNE Y WITNESSES THE COLUMBIA PLANOG WASHINGTON, D c,

J. FASEIBOLD & e. H. LEPPERT, JR.

AUTOMATIC RAILWAY SAFETY APPLIANCE.

APPLiCATlON FILED NOV. 22, 1913.

1,178,524. Patented Apr. 11,1916.

5 SHEETSSHEET 3.

I .12. A I WITNESSES: J2 Q INVENTORS: 5 fMvz, ,W I j] &

ATTORNEY.

J. F. SEIBOLD & a. LEPPERT, JR. AUTOMATIC RAILWAY SAFETY APPLIANCE.

v APPHCATIDN FILED NOV- 22, 913- I 1, 178,824; Patented Apr. 11, 1916.

5 SHEETS-SHEET 4.

IWIT'AIIESSES:

A TTOR NE Y.

pnrrnn sfrains mm, @FFEQE.

JOSEPH F. SEI'BOLID AND GEORGE H. LEPPERT, JR., 015 INDIANAPOLIS, INDIANA.

AUTOMATIC RAILWAY sArErY arrnmncn Specification of Letters Patent Application filed November 22, 1913. Serial No. 802,398. 7

Railway Safety Applianoe,of which the fol V lowing is a specification,reference being had to the accompanying drawings and to the let-' ters and figures of reference marked thereon. This invention relates to appliances for the safe control of railway trains or ca'rsand to prevent-collisions, the invention having reference more particularly to means for automatically stopping a railway train-or a car, especially in casestop signals are disregarded by the engineer or the motorman thereof, the invention beingadaptable for use in connection with either steam or electrically operated trains or cars. -v

The object of the invention primarily is to provide automatic safety appliances which shall be so constructed that action I shall be positive and reliable and not be deendent upon human agency or control, to the end that life and property may be saved through avoidance of collisions of the trains with other trains or cars. l

A further object of the inventionis to provide automatic railway safety appliances of, such construction as to be free from GlGOlJI'le' cal or other complications and uncertainties of action and which shall be of simple construction, durable and economical in use.

A still further object of the invention is to provide v a safety appliance which may be adapted to be used inconnection with various types of block signal systems or with switch operating apparatus, for the purpose of positively stopping the trainv or cars in case a signal indicates that the train or cars should stop in order to avoid danger. I

With the above mentioned and other objects in view, the invention consists in a projectable-block or device adapted to be supported on the roadway and to be connected either with block signals or with switch opcrating apparatus ;.the invention consisting also in apparatus adapted to be carried by a locomotive or a motor car and into contact with the block when the latter is projected and to cause the air-brakes of the locomotive or car to be applied and also to causethc 7 section on sectional elevation onthe line'B B in Fig.

power controller, such as the throttle-valve lever or controller'lever, to be operated so as to shut 05 the propelling power, the Whole ,Patented Apr. ii, 1916. I

apparatus being designed to promptly operate so that ample time shall'be allowed for effective operation of the cont: olling brakes of the train or car.

The invention consists also in the novel parts and in the combinations and arrangements of'parts ashereinafter particularly described and further defined in the accompanying claims.

Referring to i the drawings, Figure 1 is a side elevation of the invention, connected 7 1 with the air-brake system of'a locomotive l and train, the latter being indicated by Y dotted lines, as illustrating the general arrangement and adaptability of the inven- V t1on;F1g..2, a top plan of the tripping or controlling apparatus adapted to be carried by the locomotive or car; Fig. 3, an end elevation of thetripping apparatus; Fig. 4, a diagrammatic view comprising elevationsof the various features of;atrain controlling apparatus and section of railway with which U the inventionis connected to illustrate the complete arrangement of all the essential elements necessary to the application and operation of the invention; Fig. 5, a vertical the line A A in Fig. 2; Fig. 6, a

2 in which controlling valves are shown 1n connectionwith'the tripping apparatus; Fig. 7, a perspective view of the tripping apparatus; Fig. 8, a perspective view of thetrip-lever comprising a part of the apparatus; F ig. 9, a fragmentarysection on theline C Gin Fig. 6; Fig.10, a section onthe plane ofthe line D. D in Fig. 9; Fig. 11, a top plan and a semaphore signal with'which the signal station portion of "the invention is connected;Fig. 12, a cross section of the railway and the'signalstation in elevation connected' therewith; Fig. .13, a fragmentary view showlng a portion of the locomotive boiler and throttle-valve controlllngf apparatus connected therewith; Fig. 14, a section on an enlarged scale of parts of the control-- ling apparatus; Fig. 15,:a section onthe line E E inFig. 11; Fig. of the line F Fin 15; Fig. 17,21. SSOlllOIl partially bIQkBII away 7 9n the plane of the 16, a section on a plane. 7

one of the parts of of asection of railway. track line G G in Fig. 16; Fig. 18, an inverted plan view of the projectabl'e block, and Fig. 19 is a top plan of the base and guide of the block.

Similar reference characters in the different figures of the drawings indicate corre sponding elements or features of construction herein referred to.

In practically carrying out the objects of the invention a suitable frame or base plate 1 is provided which is suitably adapted to be supported under the deck of a locomotive or elsewhere as may be preferred, preferably in horizontal position, and it is provided on its top with two journal boxes2 and 8 in which a shaft 4 of suitable length is rotatively mounted, the shaft having a squared end portion 5 whereby it may be turned in its bearings. A disk 6 is secured fixedly to the shaft and has a transverse notch 7 in its periphery, an arm 8 being also fixedly secured to the shaft adjacent to one of the journal boxes. Another arm 9 is fixedly secured also to the shaft for controlling valves, as will further appear. The shaft 4, when of extensive length, is preferably provided with a journal box 10 having a stand or hanger 11 which may be variously supported for steadying the shaft adjacent to the arm 9. in some cases the shaft may be relatively short and the arm 9 may be arranged near to the journal box The plate 1 has a suitable stand or stands 12, 12, thereon, fixedly'supporting a spring-box 13, which for convenience is cylindrical and has head 1% in one end in which is a central guideway 15 through which a rod 16 movably extends. The rod is connected by means of a pivot 17 to the arm 8 and is provided with a head 18 that is movable in the spring-box,.acoil spring 19 being seated under compression between the heads 1 and 18, the spring being designed to turn the shaft 4 and conse quently move the arm 9 when not restrained. The frame or base plate 1 has also a pivot stand 20 thereon to which a pawl '21 is connected by means of a pivot 22. The pawl is of novel form and has a hook 23 on its free end which may ride on the disk 6 or drop into the notch 7 and hold or lock the shaft 4 in the required position to maintain the spring 19 under compression, the spring being permitted to expand and act when the hook is withdrawn from the notch. A wrench or lever may be connected to the end 5 of the shaft for turning the latter so as to cause compression of the spring. Preferably the pawl 21 is yieldingly held to the disk by -means of a spring 2% connected to the pawl and also to the base plate. The

7 under side of the pawl has a straight-faced contact portion 25 presented toward the base plate. The top of the frame or base plate 1 is provided also with two journal boxes 26 and 27 in which a pivot 28 is supported trip lever is mounted on the pivot 28 and is permitted to oscillate, the lever ha ing a hole 31 therein near its upper end to receive 7 the pivot, and the upper end of the lever preferably is fiat and of suitable length so that two projections and 33 are formed that serve as cams to slide against the straight-faced portion for pivotally niov- 7 ing the pawl from the notch of the disk 6. The under side of the plate 1 has two abutments 8% and thereon suitably spaced apart and having guideways 36 and 37 therein respectively in which a rod is slidingly a guided. The rod has screw threads 39 there on on which adjusting nuts 40 and 41 are placed so that they ar. between the abut ments. A. coil spring 1-2 is seated under compression in contact with the abutment 34- and the nut 4-0, a similar spring 43 being seated in contact with the abutment 35 and the nut 11, so that the springs normally hold the rod yieldingly in inidposition, the rod being connected by means of a pivot e l'with 9 a link 45 which is connected by means of a pivot 16 to the trip lever 30. It will be ap parent that the pawl. is retracted on movement of the trip lever in eit ier direction on its pivot, the lever being returned to and J held in mid position by the spring 42 or 13. The frame or base plate 1 is carried at a suitable height above the roadway and the trip lever is designed to extend downward nearlyto the plane of the tops of the track 1 rails.

Two cylindrical. valve cases or casings l7 and 4-8 are suitably connected to a common base or bracket 49 whereby they may be suit ably supported side by side, the outer side of one casing having a guide-stud 50, the outer side of the companion casing having a similar stud 51 thereon. An operating rod 52 of suitable length is connected by means of a pivot 53 to the arm 9 and has a cross-bar 1 5 1 thereon from which two guide arms 55 and 56 extend, the arms having guideways 57 and 58 receiving the studs 50 and 51 respectively, whereby the rod is guided. The casings are provided with heads 59 and 59 respectively that areopposite to the crossbar, the opposite ends of the casings being provided with heads 60 and 60 respectively. lntermediately of the heads the two casings have partitions 61 and 61 therein in which are passages 62 and 62 respectively. Two valves 63 and 64 are removably seated upon the partitions so as to normally close the two passages respectively, and they are provided with operating stems 65 and 66 respectively that extend through the lower heads of the casings nearly to the cross-bar 54, the heads preferably being provided with packing boxes 67 and 67 respectively. lVhen the rod 52 is moved upward, the bar 5% evidently the engineers brake valve lifts the valves 63 and 6 1' from theirseats so as to permit the passage of air from the upper to the lower compartment of the respective casings. A. pipe68 is connected with the head foradmitting air to the upper compartment of the casing 47, thelower portion of the casing having anaperture or apertures 69, 69, for the escape of the air from the casing. A pipe '70 isconnected with the head 60 for admitting air, to the upper chamber ofthe casing 48, and a pipe -71 is connected with the lower chamber or compartment of the casing for the passage of air therefrom.

Familiar portions or partsof the locomotive comprise the rear portion 72 of the boiler, the rear portion 73 of the locomotive frame to which a hanger 74 is connected whereby to support the frame or base plate 1, and the frame portion 7 5 to which a cross bar 76 is connected for assisting to support the plate 1, the frame orv base plate being suitably supported so that the lever 30, shall be suspended equidistantly between the two rails of the track. 7 When sufficient space is available the valve casings 17 :and 4:8 may be arranged under the deck plate instead of the position indicated in Fig. 1. The auto matic air-brake system comprises the airpump 77, the main reservoir 7 8 connected with the pump by a pipe 79, a supply pipe 80 being connected to the-reservoir and to train line pipe 82 is connected andin which air pressure is maintained at all times during operation of the train, v83 indicating the line pipe of the engine tender connected with the line pipe 82 by means of a flexible coupling-hose 8 1, the car line pipe 85 being connected with the pipe. 83 by a flexible coupling-hose 86. Each car and tender equipment comprises the auxiliary reservoir 87 and valve 89 and connecting pipes 90 and 91.

As will be understood, the train brakes are automatically applied when the air pressure is reduced in the train line which causes automatic action ofthe triple'valves so as to admit air under pressure'from the auxiliary reservoirs into the brake cylinders. Thepipe 68 is connected withthe line pipe 82 .so that the compressed air is admitted from the train line pipe into the upper.

chamber of the valve casing 17, and consequently the train line pressure may be reduced so'as to cause action of the brakes when the valve 68. is opened and permits the compressed air to pass through and es- .cape from the lower chamber into the atmosphere. The pipe 70 is connected with v the ma n reservoir, preferably bybeing connected directly to the pipe 80, so that. reservoir pressure is maintained in the upper I chamber of the valve casing {t8 and upon the valve 6-1 which, on beingopened, per

81 with which the.

the brake cylinder, 88, the-triple.

' is pushed toward the boiler head the action causes the throttle-valve to be closed and thereforethe source of power is shut off.

In order to illustrate the application of the present invention, a bracket is sup ported by the boiler head and supports a cylinder 96 which is provided at one end with a spider or bridge 97 thatguides a piston rod 98 having a piston head 99 that is movable in the cylinder, the outer end of the piston rod being provided with a link 100 that is connected thereto by means of a plvot 101 and is connected also'to the leverv 93 by means of a pivot 102, the opposite end of the cylinder being provided with a head 103, so that when compressed air is admitted to the cylinderbetween-the piston head 99 and the cylinder head 103 the piston is forcibly moved and causes/the throttle-valve to be closed. A cylindrical valve chest 104i is provided and has on its side a connecting nipple 105 which is secured to the head 103 or otherwise as may be'desired' to effect connection withthe cylinder 96 and provide a port 106 between the cylinder and the valve chest. One end of the valve chest is provided witha, head 107 in which is ar-' ranged an adjusting screw 108, a piston valve 109 being-normally arranged in the opposite end portion of the cylinder and yieldingly held 1 in normal position, by means of a spring 110 arranged between the valve and the'adjustingscrew, said opposite end portion ofthe valve chest being connected to the pipe 71 so that compressed air may be admittedv intojthe'valve chest which has an exhaust portlll that permits the air: to pass from the cylinder 96 out throughthe valve chest to the atmosphere, the port 106 normally being uncoveredby the valve 109. I

When the compressed air. is admitted into the valve chest the valve is forced beyond" the port 106, the result being that the throttle-valve is closed and held in closed position while the air pressure is maintained.

It will be understood from theforegoing that when the operating rod 52 is moved upward by means of the main actuating spring 19, both valves .63 and 64; are simultaneously opened with the result that theair-brakes are caused to be applied and the source of 7 power immediately shut OK, so that the.-

trainer car cannot proceed un il th shaft 4 is manually turned so as to retract the rod '16 and compress the actuating spring 19, at which time thepawl 21 again engages the disk or wheel 6 and prevents actionof the. spring.

The projectable block adapted for causing movement ofthe trip lever 30 preferably comprises a base plate 112 having holes 113, 113,therein to receivev securing devices, and an upright guide 114 upon the plate, the middle portion of the guide having an open vertical guideway 115 therein. The guide 114has recesses 1-16 and 117 therein on oppositesides of the guideway, the wall of'the guide 114 having apertures 118 and 119 extending from the recesses respectively, and two guide sheaves 120 and 121 are mounted in the recesses adjacent to the apertures respectively; A headplate or block 122 is arranged on or above the guide 114 and is provided with a guide bar 123 on the under side thereof that is vertically guided in the guideway 115 and is limited in its upward movement by means of a stop pin 124 secured in the wall of the guide 114 and extending through a slot 125 formed in the guide bar 123. The plate or block 122 is provided with a. guide flange 126 that extends about the guide 114 and excludes dust and snow or ice from the interior of the guide. Two coil springs 127 and 128 are seated in the recesses 116 and 1 17 respectively and in contact with the plate or block for forcing the plate or head upward into the path of the lever 30. The plate or block 122 is provided on its under side with lugs 129 and 130 to which cables 131 and 132 are respectively connected, the cables'extending underthe sheaves 120 and 121 respectively and out through the apertures 118 and 119 respectively, a single cable or link 133 being connected to the two cables whereby to'draw down or retract the head plate or block 122 So as to not interfere with the lever 30.

The base plate 112 is secured upon two rail ties 134 and 134 that support the track rails 135 and 136. The projectable block is arranged midway between the two rails so that the cable or link 133 extends longitudinally relatively to the rails, and a lateral cable or link 137 is arranged so as to extend under one of the rails and is suitably con nected with the cable orlink 133 so as to be properly guided, preferably by being connected to one arm 138 of a bell crank having another arm 139 connected to the cable or link 133, the bell crank being mounted on a pivot 140 supported by one of the rail ties 134. The cable or link 137 is suitably guided as by means of a suitably supported sheave 141 so as to have an end portion 142 turned so as to extend parallel with the track rails, said end portion being connected to a cable or rod 143 whereby a-semaphore arm 144 mounted on a post-145 is suitably controlled, as through the medium of a guiding bell crank 146 mounted on the post and connected to the cable or rod 143, and a cable 147 connected to-the bell crank and with the arm or signal apparatus 144. The cable or rod 143 is provided with a suitably guided extension 148 which is connected with an operating lever 149 usually mounted in a signal tower 150, or obviously the'lever may be otherwise arranged. Therelative arrangement is such that the signal arm is normally'maintained in proper position to indicate a clear track by means of the cable or rod 43 and consequently the head or block 122 is retracted-So'that the train or car is permitted to proceed. When the cable or rod 143 is released, the signal arm or appliance moves by the force of gravity or otherwiseautomatically to stop position requiring the train or car that may be approaching to stop, and since the tension on the cable or rod 143 is released it is evident that the springs 127 and 128 force up the projection or block 122, the same action resulting inca-se the cable or rod 143 is accidentally broken so that a danger signal is automatically displayed.

It will be understood that variousmodifications as to structure and arrangement of various-elements'may be made, and that the safety appliance is applicable to switch operating apparatus and also isadaptable for use in connection with electrically operated cars having acontrollin g lever and using the straight air system of brakes, it being ob vious that with such a system of brakes the pipe 68 may be connected with the main reservoir instead of being connected with the train line pipe, and'that a pipe may be con nected with the aperture 69 and'also with the train line pipe 82 so that compressed air may be admittedby the valve 63 to the train line for applying the brake as would be re quired; and that in case it is desired to apply the brake automatically without shutting ofithe-power, the valve 63 and its connections might be dispensed with and the pipe 71 be connected with the train pipe 82 instead of being connected with the lever controlling appliance. It is also obvious that with the automatic brake system, if it is desired only to apply the brake without shutting off the power, the valve64 and its connections may be dispensed with. It should be'understood also that the safety appliance and supports thereof may be variously modified so as to be carried by an electric motor car and connected with the rheostat or electric controller lever instead of being connected with the throttle-lever 93. It will be understood also that the pro jectable block whereby the trip lever 30 is moved will be arranged on the roadway at suitable distances from the block signal or railway switch, so that in case of'necessity for stopping to avoid accident ample time is allowed in which to permit cessfully operate.

It should be understood that in some cases the semaphore arm may be counterbalanced as shown so that the arm .is raised to indicate danger and requires to be pulled to safety position, as indicated in the drawings;

In practical use the signal device is properly set as is customary when the train should be stopped, and if the signal is heeded by'the engineer or motorman of the approaching train or car the stop is made before reaching the projected stop-block that is designed to cause movement of the trip lever. When the track is clear or danger V removed so that the train may proceed, the

danger. signal is moved to safety or to indicate a clear track and at thesame time the block is retracted, permitting the train or 7 car to proceed. In case the signal is un tea;

heeded or not observed the engine or car proceeds until the trip lever 30 comes into contact with the head 122, whether moving forward or backward, with the result that the lever is moved on its pivot sufliciently to v pass over the block andlift the pawl 21'so asto permit the spring 19 to act, as illustrated in Fig. 4, resulting in the prompt ap plication described. After the train or car has been stopped, it cannot again be-started until the The signal station feature of the invention located-on'the trackway, which may not be herein claimed, forms the subject of a divisional application for Letters Patent, filed l v 7 7 operating rod connectedto the arm and ex Serial Number 84%,957.

cation with the train pipe a safety valve movably mounted in the casing for controlling the passage of air through the chamber,

the valve having. an operating stem, sup- V ported base, a

shaft rotatably mounted on the base and having an arm and also a disk fixed thereon, the disk having a notch in its periphery, an operating rod=pivotally connected to the arm and extending to the valve stem for opening the valve, a'supportedac tuating spring provided with a device connecting the spring with the shaft, the spring normally acting to rotate the shaft in'one direction to open the valve, a pawl pivotally supported on thebase and adapted to enter the. notch to restrain actionof the spring, and a trip lever pivoted to the base and adapted pawl.

the brakes to sucinder, a piston movable in the cylinder and having an arm of the brakesand stopping ofthetrain'or car through the means hereinbefore described the invention, what for engaging and retracting the 2. A railway safety appliance including a movable'controlling lever, a supported cyloperatively connected with the lever,.a valve chest connected with the cylinder, a valvein the chest andmovable to open communication between the chest and the cylinder, a spring inthe chest engaging and normally holding the valve, in closed position, a com- .7

pressed-air reservoir, 1 a supported base, a shaft rotatively mounted on the, base and fixed thereon and also a latch dev1ce,-an operating rod connected to the arm, a. supported valve casing having communication. with the reservoir and the valve-chest,a, safety valvemovably mounted in the casing forcontrolling thepassage of air through the casing and having a stem extending to the operating rod for opening the valve, a supported actuating spring operlever plvoted to the base and adapted-to re-- tract the pawl on movement of the'trip lever.

branch pipe connected to' valve casing having a chamber connected with the branch pipe, a safetyvalve movablymounted in the casing for controlling the passage of air through the chamber, the

valve having a stem extending out beyond the casing, afsupported base, ,a shaft rotativelymounted on arm fixed. thereon,

the base and having an 7 I the shaft being provided with a latch device and also with a spring -atively connected Withthe' shaft to normally I 3. Arailway safety appliance includinga train pipefor conducting compressed air, a

the train pipe, a-

for turning the shaft in one direction, .an

tending to the stem for opening the valve,- a

pawl movably supported "on the base and I v adapted toengage the latch device for restraining action of the spring, lever pivoted to the base and adapted to en- .gage and retract the pawl on movement of erating rod movably guided adjacent to the fvalvecasing and adaptedto move and open the safety'lvalve, a supported base, a con;

trolling appliance movably mounted on the I base andoperatively connected to the operatingrod, the appliance being provided with" and a trip T conducting compressed air, a propelling system having a controller lever, a compressed-air reservoir, a brake-valve con nected with the train pipe, a supply pipe connected with the reservoir and the brakevalve, a pneumatically operable appliance connected with the lever, a branch pipe connected to the train pipe, two valve casings having eacha chamber in each of two portions thereof, one of the chambers of one of the casings being connected tothe branch pipe,the remaining chamber having an outlet, a pipe connected with the supply pipe and one of the chambers of the other of the two valve casings, a conducting pipe connected with the remaining chamber of the last mentioned one of the casings and also with the pneumatically operable appliance, two safety valves IDOV". ably mounted in the two valve casings respectively for controlling, the passage of air through the chambers, and a movably' guided. operating rod having two devices for simultaneouslycontacting with the two safety valves to open the valves.

6. A railway safety appliance including a compressed-air reservoir, a train pipe for conducting compressed air, connected with the reservoir, a brake-valve connected with the supply pipe and the train pipe, abranch pipe connected to the train pipe, a valve casing'having a chamber connected with the-branch pipe, a safety valve movable in the casing for controlling the passage of air through the chamber and having an operating stem, a supported base, a controlling appliance movably mounted on the base and provided with a latch device, a rod movably supported on the base and having a head thereon, the rod being operatively connected with theappliance, a supported spring in contact with the head under compression for moving the controlling appliance in one direction, a pawl movably mounted on the base and adapted to engage the latch device to restrain action of the spring, a trip lever pivoted to the base and having two cams on opposite sides respectively of the lever pivot for engaging and retracting the pawl, and a connection between the controlling appliance and the stem of the safety valve for opening the valve on retraction of the pawl. Y H

7. A railway safety appliance including a base, a shaft rotatively mounted on the combination with a supply pipe abutments on one side base and having an arm and also a disk fixed thereon, the diskhaving a notch in its periphery, a rod connected to the arm and having a head thereon, a supported spring in contact with the head under compression for turning the shaft in one direction, a pawl pivotally supported on the base and adapted to enter the notch to restrain action of the spring, and a trip lever pivoted to the base and having a cam thereon for engaging and retracting the pawl.

8. In a railway safety appliance, the a train brake pipe, a movable power controlling device, a reservoir for compressed air, a brake valve for admitting air from the reservoir. to the brake pipe, and a pneumatically operable appliance connected with the, power controlling device adapted for. moving the device, of a valve casing having communication at one end with the brake pipe and at its opposite end with the atmosphere, asec- 0nd valve casing havingcommunication at one end with the reservoir and at its opposite end with the pneumatically operable appliance, two valves movable in the two valve casings respectively and normally seated between theirends to prevent passage of air through the casings, an automatic actuating element, spring, actuated operable appliances enabling the element to simultaneously move the two valves from their seats, a lock for restraining the element from acting, and a pivotally supported trip lever having a device for lock.

7 9, In a railway safety appliance, the combination of a frame base having two pairs of shaft bearings and also a springboX thereon, a shaft rotatively mounted in one of the pairs of bearings and having two arms and also a disk fixed thereon,- the disk having a notch in its periphery, a rod pivoted to one of the arms and extending into the spring-box and provided with a head, an actuating spring seated in the spring-box and on-said head, a pawl pivotally connected to the base and having a projection to enter the notch for preventing action of the spring, a trip lever pivotally supported by the. remaining pair of bearings and provided with a cam'device for retracting the pawl, an operable air-controlling valve, and an operating rod pivotally connected tothe remaining one of the arms and adapted for operating the valve.

10. In a railway safety appliance, the combination of a frame. base having two thereof provided with two guideways respectively, a shaft rotatively mounted on the opposite side of the base, a disk secured to the shaft and having a notch in its periphery, a pawl pivotally connected with the base and adapted to ride on the disk or to enter the retracting the r a rod movably gnided in said guideways and notch to lock the shaijt against rotation in one direction, a lever pivoted to the base and having two cam portions thereon adapted to In testimony whereof, We slide on and retract the pawl from the'notch,

JOSEPH F. SE1 having connection With said lever, two

springs on said rod seated on said tWo abut- Witnesses: rnents respectively, two adjusting nuts con- HARRY W. HOLMES, nected to said rod in contact with the two E. T. SILVIUs.

Copies of this patent may be obtained for five cents each, by addressing the Commis Washington. D. G.

springs respectively, and means for turn- 1!) ing the shaft" when unlocked.

tures in presence of tWo Witnesses.

BOLD.

GEORGE H. LEPPERT, JR.

sioner of Patents, 

